Governing valve for internal-combustion motors



H. R. JACKSON AND H. A. MAY.

GOVERNING VALVE FOR INTERNAL COMBUSTION MOTORS.

APPLICATION FILED oEc.2. 1920.

1,408,887. Patented Mar- 7, 1922.

Inna/z UNITED STATES PATENT, OFFICE.

EAR-RY R. JACKSON AND HENRY A. MAY, OF CHICAGO, ILLINOIS.

GOVERNING VALVE FOR INTERNAL-COMBUSTION'MOTORS.

Specification of Letters Patent.

Patented Mar. *7, 1922.

Application filed December 2, 1920. Serial No. 427,907.

limiting the speed of thevehicle regardless of the position of thethrottle. Briefly, we accomplish this by introducing into the intakeduct which leads to theintake manifold a valve mechanism so constructedthat the valves or gates will automatically decrease the available sizeof the opening in proportion to the speed of the engine. Another objectis to provide means for obtaining a venturi effect and to deflect thegas from the side to the central portion of the duct to preventcondensation upon the walls of the duct, especially at slow enginespeeds when the walls of the duct are cold. In a companion applicationfiled by us on the second day of December, 1920, Serial Number 427,906,we have shown mechanism for a somewhat similar purpose so far asdeflection and venturi efiect is concerned, but in that case the gatesor valves do-not funption to limit the engine speed. Our present purposeis to promote economy in gas consumption and also to limit the rate atwhich the engirne can draw fuel from the carburetor. e obtain ourobjects by the mechamsm' illustrated in the accompanying drawings inwhich- Figure 1 is a front elevation of the device shown assembled withthe intake manifold and throttle valve of an internal combustion engine.

Figure 2 is a plan section on the line 2-2, Figure 1.

Figure 3 is a vertical section on the line 3-3, Figure 2 and Figure 4 isa vertical section on the line 4-4, Figure 3.

Figure 5 is similar to Figure 3 but shows the governing gates in open,non-acting position.

Like numerals denote like parts throughout the several views.

The intake manifold 1 is. fed through an intake duct which in thepresent case is formed in two sections 2, 3,-separated by a connectingsection 4. The sections 2 and 3 are flanged so that they may he boltedto section 4. Section 4 has a central opening 6 which becomes a portionof the intake duct. Below the connecting section 4 is a throttle valve 8mounted on a rock shaft 10 and controlled by a lever arm 12 in theordinary manner. Throttle 8 is manually controlled and, subject to ourspecial device, forms the means for controlling the speed of the engineand vehicle.

' 'Mounted within the connecting section 4 are two rock shafts 14. Theyare arranged horizontally and by preference are partially embedded inthe side walls of the section, as best shown in Figure 4. These rockshafts form supports for the main sections 15 of the controlling gates.The free edges of these gates are hinged to front sections 16,

the latter having pins 17 at the free-ends which project into slots 18near the walls of the section for guiding purposes.

The rock shafts 14 project at one end throughthe Walls of the section 4and are there fastened to arms 20, 21, as best shown in Figure 1. Thearm 20 is slotted to receive a pin 22 which is fastened to arm 21 andslides in the slot of arm 20 to cause the two gates to always swingequal amounts and in unison. The gates are constantly urged toward openposition by a' spring 22 which is fastened at one end to the pin 20 andat the other end to an adjusting screw The end of the spring nearest tothe.

24. screw is coiled and. the tension of this coil can be increased ordecreased by making the proper adjustments by the aid of screw 24.

In operation, when the throttle is closed, there will be no appreciableflow of gas and the spring '22 will hold the gates wide open. If, now,the throttle is gradually opened it will permit the gas-to flow upwardin the intake duct, and as the gas flow increases, it presses harder andharder upon the gates and gradually moves them toward closed position.At the same time there is a vacuum created on the back face of the gateswhich assists in urging the gates toward closed position. maximumpermissible engine speed the gates will occupy the closed position shownin a Figure 3. The passage will not be entirely The parts are sodesigned that at I amount of gas flowing through will be just suliicientto drive the vehicle at the maximum permissible speed under ordinary running conditions. If an upgrade is encountered or the road isheavy, theengine speed will of coursefall ofi even though the throttle may be wideopen. This will decrease the velocity of the gas stream and the gateswill automatically move a corresponding amount toward open position.Thus the gates open up'to increase the fuel supply to the engine whenthe latter requires it, but as soon as the engine has regained itsspeed, will again restrict the fuel flow. This action not only serves tolimit the speed of the engine, but also promotes economy, for athighspeeds a smaller relative amount of fuel will be permitted to ass.

In addition to'the effect of limiting the speed and promoting economy,our valve mechanism produces aventuri efiect which still furtherpromotes economy. Besides restricting the opening, the front section 16of the gates deflects the gas from the side walls toward the center ofthe ductand thus prevents condensation. I

Having thus described our invention what we claim as new and desire tosecure by Letters Patent, is 1- v 1. The combination with the intakeduct of an internal combustion engine of a pair of gates located onopposite sides of the duct, each gate consisting of a main section whichis hinged directly to the wall of the intake and another section whichis hinged to the free edge of the main section.

end to the free end of the main section, the

free end of the second section being constrained to move in apathparallel and adjacent to the side of the duct.

3. The combination with. the intake eta of an internal combustion engineof a pair of gates located on opposite sides of the duct, each gateconsisting of a. main section hinged to the side of the duct and asecond section pivoted at one end to the free end of the main section,the duct having guides parallel and adjacent to its sides on. theupstream side of the main section of the gate for guiding the free endofthe second section of the-gate, and means for urging the gates to.swing upstream. g "4. The combination with the intake duct of aninternal combustion-engine of a pair of gates locatedon opposite sidesof the duct, each gate consistingjof a main section hinged to the sideof the duct and facing upstream, a second section pivoted at one endto'the free end of the main section, the free end of'the second sectionbeing constrained to move in a path parallel and adj acent to the sideof the duct, and means for equalizing the movement of the two gates.

In witness whereof, we have hereunto subscribed our names.

HARRY R. JACKSON. HENRY A. MAY.

